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Design of Flexiable Pavement To Asshto Guide For Design of Pavement Structures
Design of Flexiable Pavement To Asshto Guide For Design of Pavement Structures
to ASSHTO
Guide for Design of Pavement Structures
Accompanying Document
to Design Spreadsheet
March 2007
Introduction
This document describes the design of flexible pavements, in accordance with
the American Association of State Highway and Transportation Officials
(AASHTO) Guide for Design of Pavement Structures. This design method is
an empirical method.
Flexible pavements consist of a prepared subgrade layer which is the roadbed
soil compacted to a specified density. A subbase course is constructed on top
of the prepared roadbed, and may be omitted if the subgrade soil is of a high
quality. The base course is constructed on the subbase course, or if no
subbase is used, directly on the roadbed soil. It usually consists of aggregates
such as crushed stone, or crushed gravel and sand. On top of the base
course is the surface course that typically consists of a mixture of mineral
aggregates and bituminous materials.
Design Approach
The approach to flexible pavement design is similar for reinforced and
unreinforced pavements and can be divided into two steps:
1. The structural number of the pavement is determined. This is
independent of the reinforcement,
2. The depth of the pavement materials can be determined.
Determining the Structural Number
The AASHTO design approach uses the empirically based Structural Number
(SN) to quantify the structural strength of a pavement required for a given
combination of soil support, total traffic, reliability, and serviceability level. The
required SN is converted to actual thickness of surfacing, base and subbase,
by means of appropriate layer coefficients representing the relative strength of
the construction materials.
The design equation is as follows:
SN = a1 D1 + a 2 D2 m2 + a3 D3 m3
(1)
Where,
ai
is the ith layer coefficient,
Di
is the thickness of the ith layer,
mi
is the drainage coefficient for the ith layer.
The number of the layers starts at the upper most and continuous downward.
The 1st layer is the bituminous layer, while the 2nd layer the base course. The
drainage of the bituminous layer is not considered in design.
The basic empirical design equation in the ASSHTO design guide is as
follows:
PSI
log10
4.2 1.5 + 2.32 log ( M ) 8.07
log10 (W18 ) = Z R S o + 9.36 log10 ( SN 1) 0.20 +
10
R
1094
0.40 +
(SN + 1)5.19
(2)
Where,
W18
is the number of 18 kip (80 kN) equivalent single axle load (ESAL)
applications,
ZR
is the standard normal deviate,
So
is the combined standard error of the traffic prediction and performance
prediction,
PSI is the difference between the initial and terminal serviceability indexes.
Mr
is the resilient modulus of the formation soil in psi.
By solving equation (2) for the structural number SN, the required depths of
the pavement layers can be determined from equation (1).
The calculation of the structural number requires the following parameters to
be determined:
1. The reliability parameter,
2. The serviceability criteria,
3. The combined standard error,
4. The resilient modulus of the formation soil,
5. The layer coefficients,
6. The drainage coefficients,
7. The number of 18 kpi (80 kN) equivalent axle loads (ESAL)
applications.
The reliability parameter
The reliability parameter is a means of incorporating a degree of certainty into
the design process to ensure that the various design alternatives will perform
over the analysis period (deign life of the pavement). The level of reliability is
a function of the volume of traffic, the importance of the roadway and the risk
of not performing to expectation.
The level of reliability suggested in ASSHTO guide are presented in Table 1.
Table 1. Level of reliability for different road types.
Functional classification
Recommended level of reliability (%)
Interstate and other freeways
85-99.9
80-99.9
Principal arterials
80-99
75-95
Collectors
80-95
75-95
Local
50-80
50-80
The standard normal deviate Z R is directly related to the level of reliability.
Note: Z R is a negative value.
PSI = po pt
Where,
po
is the initial serviceability index.
pt
is the terminal serviceability index, which is based on the lowest index
that will be tolerated before rehabilitation.
Washington State Department of Transportation suggest that:
po = 4.5
pt = 3.0 giving,
PSI = 1.5
The combined standard error
The combined standard error variable defines how widely the two basic
design inputs, traffic and performance, can vary. Its value should be selected
to represent the local conditions. Typical values of So used are 0.40 to 0.50
for flexible pavements and 0.35 to 0.40 for rigid pavements.
The resilient modulus of the formation soil
The empirical ASSHTO design equation (2) is based on the resilient modulus
which is correlated with the CBR value of the foundation soil as follows:
M r ( psi ) = 1500CBR (%)
SN = a1 D1 + a2 LCRD2 m2 + a3 D3 m3
(3)
Where,
LCR is the layer coefficient ratio, which has a value greater than unity.
The LCR is generally determined based on the results of laboratory testing on
flexible pavements system incorporating reinforcement. A value of 1.4 for
D2 =
SN a1 D1 a3 D3 m3
a2 LCRm2
D1 =
SN a2 LCRD2 m2 a3 D3 m3
a1